Power supply system

Abstract

A power supply system according to the present application uses electric power supplied from a renewable energy power source to charge a plurality of vehicles. A controller of the power supply system includes a first acquisition unit that acquires a required charge amount of a secondary battery of each vehicle connected to a power cable, a second acquisition unit that acquires a parking time period of each vehicle, a prediction unit that calculates a predicted renewable energy amount of the renewable energy power source along with elapsed time, a plan making unit that makes a charging plan to charge the plurality of vehicles at the required charge amounts respectively in the parking time period and sets a first charging mode or a second charging mode in a manner that makes a proportion of a renewable energy amount obtained by generating electric power using the renewable energy power source relative to a total amount of electric power for charging the plurality of vehicles, that is, a renewable energy proportion, largest based on the predicted renewable energy amount along with elapsed time, and a charging control unit that controls opening and closing of an on-off device to charge the plurality of vehicles in accordance with the charging plan.

Description

Technical Field

[0001] This invention relates to power supply systems. Background Technology

[0002] For example, Japanese Patent Application Publication No. 10-80071 discloses a charging control device for charging multiple electric vehicles using electricity during late-night power outages. This charging control device measures the discharge amount of each of the multiple electric vehicles and determines the charging time based on the discharge amount. The charging time period for each electric vehicle is set such that charging begins at the start of the late-night power outage for the electric vehicle with the longest charging time and ends at the end of the late-night power outage for the electric vehicle with the shortest charging time.

[0003] For example, Japanese Patent Application Publication No. 2012-90378 discloses a fast charging device for sequentially charging the batteries of multiple electric vehicles. The fast charging device has multiple power plugs that can be connected to the electric vehicles. Furthermore, the fast charging device includes a registration unit and a control unit. The registration unit sets at least one of the following for each electric vehicle connected to the power plug: a charging time period, priority, and charging amount, and registers it as a vehicle to be charged. The control unit determines the settings and registration order in the registration unit and sequentially switches between charging the target vehicles based on the determination result.

[0004] Patent Document 1: Japanese Patent Application Publication No. 10-80071

[0005] Patent Document 2: Japanese Patent Application Publication No. 2012-90378

[0006] However, when charging electric vehicles, the electricity supplied to them can be either from the system power source of a so-called commercial system or from a renewable energy source that generates electricity from renewable energy sources. From an environmental perspective, when charging multiple electric vehicles, the electricity supplied from the renewable energy source is preferred over the electricity supplied from the system power source. Summary of the Invention

[0007] The power supply system disclosed herein is as follows: The power supply system comprises: multiple power cables, each connected to a secondary battery mounted in multiple vehicles; a power source, connected to the multiple power cables and supplying power to the secondary batteries of the multiple vehicles; a switch, disposed between each power cable and the power source, for opening and closing the electrical connection between each secondary battery and the power source; and a controller. Each power cable is configured such that the maximum amount of electricity it can supply to the secondary battery per unit time is a reference amount. The total amount of the reference amounts of the power cables is set as a total reference amount. As a charging mode for charging multiple vehicles, a first charging mode and a second charging mode are preset. In the first charging mode, multiple vehicles are charged simultaneously using the total reference amount of electricity. In the second charging mode, any one of the multiple vehicles is charged using the reference amount of electricity. The aforementioned power source includes: a system power source that obtains electricity through electricity purchase; and a renewable energy power source that generates electricity using renewable energy. The aforementioned controller includes a first acquisition unit, a second acquisition unit, a prediction unit, a planning unit, and a charging control unit. The first acquisition unit acquires the required charge amount for the secondary batteries of the vehicles connected to each of the aforementioned power cables. The second acquisition unit acquires the parking time period of the vehicles equipped with the secondary batteries connected to each of the aforementioned power cables. The prediction unit calculates the predicted renewable energy charge based on the elapsed time of the renewable energy power source. The planning unit formulates a charging plan in which, during the respective parking time periods of the multiple vehicles, the multiple vehicles are charged with the required charge amount, and based on the predicted renewable energy charge over the elapsed time, the time period of the first charging mode or the second charging mode is set in a manner that maximizes the ratio of the renewable energy charge generated using the renewable energy power source to the total charge amount of the multiple vehicles, i.e., the renewable energy ratio. The charging control unit controls the opening and closing of the switch to charge multiple vehicles according to the charging plan.

[0008] A charging plan is formulated based on the publicly available power supply system. In this plan, when charging the secondary batteries of multiple vehicles, the time periods for either the first or second charging mode are set during parking periods to maximize the proportion of renewable energy. Therefore, by charging multiple vehicles according to the charging plan, charging can be performed in a way that maximizes the proportion of renewable energy. Consequently, when charging the secondary batteries of multiple vehicles, a greater amount of electricity generated from renewable energy sources can be supplied to each secondary battery for charging. Attached Figure Description

[0009] Figure 1 This is a conceptual diagram representing the power supply system involved in the implementation method.

[0010] Figure 2 This is a block diagram of the power supply system involved in the implementation method.

[0011] Figure 3 This is a diagram illustrating the charging modes.

[0012] Figure 4 This is an example image showing the settings screen.

[0013] Figure 5 This is a flowchart showing the sequence of charging secondary batteries installed in multiple vehicles.

[0014] Figure 6 This is a diagram illustrating an example of a charging plan.

[0015] Figure 7 This is a diagram illustrating an example of a charging plan.

[0016] Figure 8 This is a diagram illustrating an example of a charging plan.

[0017] Figure 9 This is a diagram illustrating an example of a charging plan.

[0018] Figure 10 This is a diagram representing one example of a learning model generated through machine learning.

[0019] Figure 11 It is a graph representing machine learning.

[0020] Figure 12 This is a graph representing the proportion of renewable energy.

[0021] Figure 13 This is an example image representing a status screen.

[0022] Explanation of reference numerals in the attached figures:

[0023] 6…Vehicle; 7…Secondary battery; 10…Power supply; 20…System power supply; 30…Renewable energy power supply (solar power); 40…Power cable; 50…Switch; 60…Controller; 63…First acquisition unit; 65…Second acquisition unit; 67…Prediction unit; 67a…Model generation unit; 67b…Machine learning unit; 69…Planning unit; 71…Charging control unit; 73…Notification unit; 100…Power supply system; M11…First charging mode; M12…Second charging mode; NV1…Base charge; NV2…Total base charge; P10…Charging plan; R1…Renewable energy ratio; T10…Parking time period; T51…First candidate time period; T52…Second candidate time period; V1…Required charging amount; V20…Predicted renewable energy charge. Detailed Implementation

[0024] Hereinafter, one embodiment of the power supply system disclosed herein will be described with reference to the accompanying drawings. Of course, the embodiment described herein is not intended to specifically limit the invention. Unless specifically stated otherwise, the invention is not limited to the embodiment described herein. Furthermore, components and parts that perform the same function are appropriately labeled with the same reference numerals, and repeated descriptions are appropriately omitted.

[0025] Figure 1 This is a conceptual diagram illustrating the power supply system 100 according to this embodiment. The power supply system 100 according to this embodiment is a system that supplies electricity to the vehicle 6 from all of the user's facilities 5. The user mentioned here refers to a user registered in the power supply system 100 as a customer of the company providing the power supply system 100.

[0026] All facilities 5 are facilities owned by the user. Here, all facilities 5 are facilities used by the user. For example, all facilities 5 is a residence owned by the user. The residence mentioned here is not specifically limited to whether or not the user lives there; for example, it can be a residence used for the user's residence (in other words, a building) or a residence for rent. However, all facilities 5 are not limited to residences. All facilities 5 can also be, for example, buildings of offices or companies operated by the user.

[0027] Vehicle 6 is, for example, a vehicle owned or used by a user. Vehicle 6 is equipped with a secondary battery 7. The secondary battery 7 can be repeatedly charged and discharged, for example, by moving a charge carrier between a pair of electrodes (e.g., positive and negative electrodes) via an electrolyte. As the secondary battery 7, for example, a lithium-ion secondary battery or a nickel-metal hydride battery can be used. In this embodiment, the secondary battery 7 is a lithium-ion secondary battery. Here, vehicle 6 is a vehicle that uses the secondary battery 7 as a power source. Vehicle 6 is an electric vehicle, such as an electric car, a hybrid vehicle, or a plug-in hybrid vehicle, that uses electricity as a power source. Vehicle 6 can be either a four-wheeled vehicle or a two-wheeled vehicle. Furthermore, charging vehicle 6 here refers to charging the secondary battery 7 installed in vehicle 6.

[0028] Furthermore, in this embodiment, the user owns or uses multiple vehicles 6. Here, there are two vehicles 6, but there can also be three or more. The vehicles 6 include a first vehicle 6A and a second vehicle 6B, which is different from the first vehicle 6A. Here, the secondary battery 7 installed in the first vehicle 6A is also referred to as the first secondary battery 7A. The secondary battery 7 installed in the second vehicle 6B is also referred to as the second secondary battery 7B.

[0029] The power supply system 100 is a system that supplies electricity to secondary batteries 7 installed in multiple vehicles 6 (here, vehicle 6A and vehicle 6B). In this embodiment, the power supply system 100 is implemented, for example, by a client-server system. However, the power supply system 100 could also be implemented using cloud computing. Figure 1 As shown, the power supply system 100 includes a power supply 10, a power cable 40, a switch 50, a controller 60, and a user terminal 90.

[0030] Power source 10 supplies electricity to the secondary batteries 7 installed in multiple vehicles 6. In this embodiment, power source 10 includes a system power source 20 and a renewable energy power source 30. System power source 20 is a source of electricity supplied from a commercial system (e.g., a power company). The electricity supplied from system power source 20 is electricity purchased by the user from the power company, which is called purchased electricity. System power source 20 refers to a power source that obtains electricity through purchased electricity.

[0031] In this embodiment, such as Figure 1 As shown, a so-called smart meter 21 can also be connected to the system power supply 20. The smart meter 21 has the function of digitally measuring the power supplied from the system power supply 20 and has communication capabilities. The smart meter 21 is an electronic power meter.

[0032] Renewable energy source 30 is a power source that generates electricity using renewable energy. Here, electricity generated from renewable energy is also referred to as renewable energy power. Examples of renewable energy sources include sunlight, wind power, hydropower, geothermal energy, solar thermal energy, heat existing in the atmosphere and in nature, and biomass energy. The renewable energy source for renewable energy source 30 is not particularly limited. In this embodiment, renewable energy source 30 is a solar power source that uses sunlight as its energy source. Solar power source generates electricity using sunlight. Renewable energy source 30 may have, for example, a solar panel (not shown) that receives sunlight. Renewable energy source 30 may be a power source installed in all facilities 5, or a user-owned device.

[0033] In this embodiment, such as Figure 1 As shown, a power regulator 31 and a battery 33 may also be connected to the renewable energy source 30. The power regulator 31 functions, for example, as a controller that determines the recipients of the electricity generated by the renewable energy source 30. The recipients of this electricity supply refer to the first vehicle 6A and the second vehicle 6B, or loads installed in all facilities 5. Loads are, for example, household appliances that use electricity as a power source. Examples of household appliances include televisions, refrigerators, air conditioners, and vacuum cleaners. The battery 33 is, for example, a device that temporarily stores the electricity generated by the renewable energy source 30. The battery 33 is electrically connected to the power regulator 31, and is connected to the renewable energy source 30 via the power regulator 31. The power regulator 31 controls the selective supply of electricity generated by the renewable energy source 30 to the secondary batteries 7 installed in multiple vehicles 6 or to the loads in all facilities. The power regulator 31 controls the supply of power generated by the renewable energy source 30 to the storage battery 33 when no power is supplied to the secondary battery 7 (e.g., the first secondary battery 7A and the second secondary battery 7B) or the load. Alternatively, the power regulator 31 may be configured to sell the power generated by the renewable energy source 30 to a power company.

[0034] The power cable 40 is a cable connected to the secondary battery 7 mounted in the vehicle 6. Although not shown in the figure, the power cable 40 has, for example, a charging connector at one end and a power plug at the other end. The charging connector in the power cable 40 is connected to the vehicle 6. Therefore, one end of the power cable 40 is connected to the secondary battery 7 of the vehicle 6. For example, sockets (not shown) are provided in all facilities 5. These sockets are connected to power source 10 (specifically, to system power source 20 and renewable energy source 30). The power plug in the power cable 40 is connected to the socket in all facilities 5. Therefore, the other end of the power cable 40 is connected to power source 10 via the socket. Furthermore, in this embodiment, the power cable 40 is of the so-called MODE2 type. However, the power cable 40 could also be of the MODE1 type. The power cable 40 differs from so-called V2H (Vehicle to Home) devices, which promise to enable charging of the vehicle 6 via all facilities 5 at a lower cost compared to V2H devices.

[0035] The number of power cables 40 is preferably the same as the number of vehicles 6 in the user's vehicle fleet. Here, the number of power cables 40 is the same as the number of vehicles 6, which is two. Each power cable 40 includes a first power cable 40A and a second power cable 40B, which is different from the first power cable 40A. Both the first power cable 40A and the second power cable 40B can be connected to either the first vehicle 6A or the second vehicle 6B. However, for ease of explanation, here, the first power cable 40A is connected to the first secondary battery 7A mounted in the first vehicle 6A, and the second power cable 40B is connected to the second secondary battery 7B mounted in the second vehicle 6B.

[0036] A switch 50 is disposed between the power cable 40 and the power source 10 to open and close the electrical connection between the secondary battery 7 and the power source 10. The switch 50 performs electrical opening and closing. Here, the switch 50 is opened and closed by being ON or OFF. When the switch 50 is ON, the secondary battery 7 is connected to the power source 10, and power is supplied from the power source 10 to the secondary battery 7 to charge it. When the switch 50 is OFF, no power is supplied from the power source 10 to the secondary battery 7, and the secondary battery 7 is not charged. The switch 50 is electrically connected to the power cable 40. Specifically, the power cable 40 is electrically connected to the switch 50 when it is already connected to the aforementioned sockets of all facilities 5. In this embodiment, as... Figure 1 As shown, the switch 50 is connected to the distribution panel 52. The distribution panel 52 is connected to the system power supply 20 via the smart meter 21. Additionally, the distribution panel 52 is connected to the renewable energy power supply 30 via the power conditioner 31. Therefore, the switch 50 is electrically connected to both the system power supply 20 and the renewable energy power supply 30 via the distribution panel 52.

[0037] The number of switch 50 is preferably the same as the number of power cables 40. Here, the number of switch 50 is the same as the number of power cables 40, which is two. Each switch 50 has a first switch 50A and a second switch 50B, which is different from the first switch 50A. Both the first switch 50A and the second switch 50B can be connected to either the first power cable 40A or the second power cable 40B. However, for ease of explanation, here, the first switch 50A is connected to the first power cable 40A, and the second switch 50B is connected to the second power cable 40B. The first switch 50A is positioned between the first power cable 40A and the power source 10, and opens and closes the electrical connection between the first secondary battery 7A of the first vehicle 6A and the power source 10. When the first switch 50A is closed, the first secondary battery 7A is connected to the power source 10, and power is supplied from the power source 10 to the first secondary battery 7A to charge it. When the first switch 50A is open, no power is supplied from the power source 10 to the first secondary battery 7A, and it is not charged. The second switch 50B is located between the second power cable 40B and the power source 10, and it opens and closes the electrical connection between the second secondary battery 7B of the second vehicle 6B and the power source 10. When the second switch 50B is closed, the second secondary battery 7B is connected to the power source 10, and power is supplied from the power source 10 to the second secondary battery 7B to charge it. When the second switch 50B is open, no power is supplied from the power source 10 to the second secondary battery 7B, and it is not charged. The first switch 50A and the second switch 50B are connected to the distribution panel 52, and are electrically connected to the system power supply 20 and the renewable energy power supply 30 via the distribution panel 52.

[0038] The controller 60 controls the power supply to all facilities 5. Here, the controller 60 controls the charging of the secondary batteries 7 of multiple vehicles 6 (here, vehicle 6A and vehicle 6B) connected to the power cable 40. Furthermore, the structure of the controller 60 is not particularly limited. The controller 60 may be, for example, a microcomputer. The controller 60 may include, for example, I / F, CPU, ROM, and RAM.

[0039] Figure 2 This is a block diagram of the power supply system 100 according to this embodiment. In this embodiment, as... Figure 2As shown, the controller 60 is communicatively connected to the user terminal 90, the switches 50 (specifically, the first switch 50A and the second switch 50B), the smart meter 21, and the power regulator 31. The controller 60 can control the opening and closing (in other words, turning on or off) of the switches 50. When the controller 60 controls the switches 50 to turn on, charging of the vehicle 6 connected to the power cable 40 begins. When the controller 60 controls the switches 50 to turn off, charging of the vehicle 6 connected to the power cable 40 stops. Here, when the first switch 50A is turned on, charging of the first vehicle 6A connected to the first power cable 40A begins. When the first switch 50A is turned off, charging of the first vehicle 6A connected to the first power cable 40A stops. Similarly, when the second switch 50B is turned on, charging of the second vehicle 6B connected to the second power cable 40B begins. When the second switch 50B is disconnected, charging of the second vehicle 6B connected to the second power cable 40B is stopped. Furthermore, in this embodiment, the controller 60 is configured such that the State of Charge (SOC) of the secondary battery 7 mounted on the vehicle 6 (here, the first secondary battery 7A of the first vehicle 6A and the second secondary battery 7B of the second vehicle 6B) cannot be obtained (e.g., it cannot be obtained from the vehicle 6). SOC is an indicator of battery capacity when the secondary battery 7 is set to 100% fully charged and 0% fully discharged.

[0040] User terminal 90 is a terminal used by users of multiple vehicles 6 (here, vehicle 6A and vehicle 6B). In other words, user terminal 90 is a terminal used by users who own all facilities 5. Furthermore, the number of user terminals 90 is not particularly limited. Figure 1 In one example, the number of user terminals 90 is one, but there can be multiple. User terminal 90 can be, for example, a smartphone, tablet, desktop, or laptop computer used by the user. However, user terminal 90 can also be, for example, a car navigation system installed in vehicle 6. Figure 1 As shown, the user terminal 90 and the controller 60 are connected in a manner that enables communication. For example, the user terminal 90 is connected to the controller 60 via the Internet.

[0041] like Figure 2 As shown, the user terminal 90 includes a screen 91, an input unit 92 for user input via operation such as a touch panel, keyboard, or mouse, and a terminal controller 93. The terminal controller 93 is connected to the screen 91 and the input unit 92 in a communicative manner. The terminal controller 93 is, for example, a microcomputer. The terminal controller 93 includes, for example, an I / F (Installation Frame), a CPU, ROM, and RAM.

[0042] In this embodiment, when charging vehicle 6, vehicle 6 is connected to power cable 40. Power cable 40 is configured to supply a base charge NV1 (refer to) the maximum charge per unit time to the secondary battery 7 of vehicle 6. Figure 6 The specific value of the reference charge NV1 is not particularly limited, but is, for example, 3 kWh. In this embodiment, a fixed-rate charging is performed on the vehicle 6 connected to the power cable 40. In the fixed-rate charging, the vehicle 6 is charged in such a way that the reference charge NV1 is supplied to the secondary battery 7 of the vehicle 6 connected to one power cable 40 per unit time. In the fixed-rate charging, if the maximum amount of electricity that can be supplied per unit time from the power source 10, that is, the power supply amount, is greater than or equal to the reference charge NV1, the power of the reference charge NV1 is supplied to the vehicle 6 for charging. On the other hand, if the amount of electricity that can be supplied from the power source 10 is less than the reference charge NV1, the power of the power supply amount is supplied to the vehicle 6 for charging.

[0043] In this embodiment, the reference charge NV1 in the first power cable 40A is the same as the reference charge NV1 in the second power cable 40B. However, the reference charge NV1 in the first power cable 40A and the second power cable 40B may also be different. Here, the sum of the reference charge NV1 of the first power cable 40A and the reference charge NV1 of the second power cable 40B is referred to as the total reference charge NV2 (see reference). Figure 6 For example, the total reference power NV2 = reference power NV1 × 2. In this embodiment, power equal to the total reference power NV2 can be supplied to both the first vehicle 6A and the second vehicle 6B per unit time.

[0044] However, in all facilities 5, power is supplied to the secondary battery 7 mounted on the vehicle 6 for charging by connecting the power cable 40 to the vehicle 6. In all facilities 5, the power supplied to the secondary battery 7 of the vehicle 6 is power supplied from the power source 10. As described above, the power source 10 has a system power source 20 and a renewable energy power source 30. Therefore, the power supply source to the secondary battery 7 of the vehicle 6 is either the system power source 20 or the renewable energy power source 30. Here, the power from the system power source 20 is purchased from the power company. Therefore, the power from the renewable energy power source 30 is cheaper than the power from the system power source 20. Therefore, from an economic point of view, it is preferable for the user to supply more power from the renewable energy power source 30 than to the system power source 20 when charging the secondary battery 7 mounted on the vehicle 6. Even when there are multiple vehicles 6 to be charged as in this embodiment, it is preferable to supply more power from the renewable energy power source 30 than to the system power source 20 when charging the secondary battery 7 mounted on each vehicle 6.

[0045] Therefore, in this embodiment, the power supply system 100 implements a charging plan P10 (see reference) in which more power supplied from the renewable energy source 30 is used when charging the secondary batteries 7 installed in multiple vehicles 6 (here, the first vehicle 6A and the second vehicle 6B). Figure 6 Here, charging plan P10 can be formulated without obtaining the SOC of vehicle 6 (here, vehicle 6A and vehicle 6B). In this embodiment, as... Figure 2 As shown, the controller 60 includes a storage unit 61, a mode switching unit 62, a first acquisition unit 63, a second acquisition unit 65, a prediction unit 67, a planning unit 69, a charging control unit 71, and a notification unit 73. Each component of the controller 60 can be implemented, for example, in software or in hardware. Furthermore, each component of the controller 60 can be implemented using one or more processors or using circuitry.

[0046] Figure 3 This diagram illustrates charging mode M1. In this embodiment, charging mode M1 is used when charging multiple vehicles 6 (see Figure 6). Figure 3 ), there are multiple presets. Here, such as Figure 3 As shown, charging mode M1 has a first charging mode M11 and a second charging mode M12, which is different from the first charging mode M11. The first charging mode M11 is a mode for simultaneously charging multiple vehicles 6 connected to the power cable 40. In the first charging mode M11, both the first vehicle 6A and the second vehicle 6B are charged simultaneously. In the first charging mode M11, a fixed amount of power can be charged per unit time, up to a total reference power NV2.

[0047] Figure 4 This is an example diagram showing the DP1 setting screen. The second charging mode, M12, prioritizes multiple vehicles 6 connected to the power cable 40 using a non-overlapping charging timing mechanism (see R10). Figure 4 This allows for sequential charging of multiple vehicles 6. In the second charging mode M12, any one of the multiple vehicles 6 is charged. For example, if vehicle 1 6A and vehicle 2 6B are connected to multiple power cables 40, in the second charging mode M12, only one of vehicle 1 6A and vehicle 2 6B is charged, while the other is left in standby. In the second charging mode M12, a fixed amount of power, up to a reference energy level NV1, can be charged per unit time. In the second charging mode M12, charging begins with the vehicle 6 with the highest priority R10.

[0048] Furthermore, in the second charging mode M12, the method for determining the charging priority R10 (hereinafter also referred to as the vehicle 6 priority R10) for multiple vehicles 6 is not particularly limited. Here, the vehicle 6 priority R10 is preset by the user. For example, the user uses the user terminal 90 to set the vehicle 6 priority R10. Here, the setting screen DP1 (see reference) is displayed on the screen 91 of the user terminal 90. Figure 4 ).like Figure 4 As shown, the sequence setting area A10 is displayed on the setting screen DP1. User operation input unit 92 (refer to...) Figure 2 The user inputs the priority R10 of vehicle 6 into the priority setting area A10. Then, by pressing the decision button (not shown) displayed on the setting screen DP1, the user sends information related to the priority R10 of vehicle 6 to the controller 60. The controller 60 receives the information related to the priority R10 of vehicle 6 and stores it in the storage unit 61. Then, when in the second charging mode M12, charging is performed sequentially starting with vehicle 6, which has the highest priority R10, based on the vehicle 6's priority R10. Furthermore, in this embodiment, the priority R10 order is: first vehicle 6A, then second vehicle 6B. Therefore, in the second charging mode M12, charging is performed in the order of first vehicle 6A, then second vehicle 6B.

[0049] Furthermore, the specific example of the priority R10 for vehicle 6 is not particularly limited. For example, the required charging amounts V1 for each vehicle 6, as described later, could also be arranged in ascending order (see [reference]). Figure 6 The order of vehicles 6 when the required charging amount V1 of each vehicle 6 is arranged in descending order can be used as the priority R10 of vehicles 6.

[0050] In this embodiment, Figure 2 The mode switching unit 62 switches the charging mode M1 when charging multiple vehicles 6. Here, the mode switching unit 62 is configured or programmed to switch the charging mode M1 to either the first charging mode M11 or the second charging mode M12.

[0051] Next, according to Figure 5 The flowchart illustrates the charging sequence of the secondary batteries 7 installed in multiple vehicles 6. For example... Figure 1 As shown, during charging, vehicle 6A (first vehicle) and vehicle 6B (second vehicle) are parked in the parking lot of facility 5. With multiple vehicles 6 parked in the parking lot, power cables 40 are connected to the vehicles 6. Here, the first power cable 40A is connected to vehicle 6A. The second power cable 40B is connected to vehicle 6B. Both vehicle 6A and vehicle 6B are connected to power source 10 (here, system power source 20 and renewable energy power source 30) via distribution panel 52, etc.

[0052] In this state, firstly, Figure 5 In step S101, Figure 2 The first acquisition unit 63 acquires the required charge amount V1 of the secondary battery 7 of the vehicle 6 connected to the power cable 40. The required charge amount V1 refers to the amount of electricity required to charge the secondary battery 7 of the vehicle 6 connected to the power cable 40. For example, when the vehicle 6 is connected to the power cable 40, the secondary battery 7 is charged with the required charge amount V1, thereby enabling the secondary battery 7 to reach a fully charged state. That is, the required charge amount V1 refers to the amount of electricity required for the secondary battery 7 to reach a fully charged state. The required charge amount V1 is calculated, for example, by multiplying a reference charge amount NV1 by the charging time.

[0053] Figures 6-9 This is a diagram illustrating an example of the P10 charging plan. Figures 6-9 In the diagram, the horizontal axis represents elapsed time, and the vertical axis represents the amount of electricity. In this embodiment, the first acquisition unit 63 acquires the required charge amount V1 of the secondary battery 7 of the vehicle 6 connected to each power cable 40. Here, the required charge amount V1 includes the first required charge amount V1A of the first secondary battery 7A of the first vehicle 6A (for example, refer to...). Figure 6 ) and the second required charge V1B of the second secondary battery 7B of the second vehicle 6B (for example, refer to Figure 6 The first acquisition unit 63 acquires the first required charge V1A of the first secondary battery 7A of the first vehicle 6A connected to the first power cable 40A and the second required charge V1B of the second secondary battery 7B of the second vehicle 6B connected to the second power cable 40B as the required charge V1. The first required charge V1A and the second required charge V1B can be the same or different. In this embodiment, the sum of the first required charge V1A and the second required charge V1B is called the total required charge V1C (for example, refer to...). Figure 6 ).

[0054] Furthermore, the method by which the first acquisition unit 63 acquires the required charging amount V1 (here, the first required charging amount V1A and the second required charging amount V1B) for multiple vehicles 6 is not particularly limited. For example, the first acquisition unit 63 may also calculate and acquire the required charging amount V1 based on information already obtained from the user (here, the user terminal 90). Figure 4As shown, the setting screen DP1 on the screen 91 of the user terminal 90 includes a distance area A21 for inputting the driving distance D1 and an energy consumption rate area A22 for inputting the energy consumption rate P1. The driving distance D1 refers to the distance traveled by the vehicle 6, such as the distance traveled from all facilities 5 to its return (in other words, the distance traveled by the vehicle 6 since the last charge). The energy consumption rate P1 refers to the energy consumption of the secondary battery 7 installed in the vehicle 6 per unit distance traveled by the vehicle 6. The user-specified vehicle 6 inputs the driving distance D1 into the distance area A21 and the energy consumption rate P1 into the energy consumption rate area A22 via the input unit 92. Then, information related to the driving distance D1 and the energy consumption rate P1 is sent to the controller 60. The first acquisition unit 63 calculates the required charging amount V1 based on the driving distance D1 and the energy consumption rate P1. For example, the first acquisition unit 63 calculates the required charging amount V1 by multiplying the driving distance D1 and the energy consumption rate P1. In this embodiment, the first acquisition unit 63 calculates the first required charging amount V1A based on the driving distance D1 and power consumption rate P1 related to the first vehicle 6A, input by the user. Additionally, the first acquisition unit 63 calculates the second required charging amount V1B based on the driving distance D1 and power consumption rate P1 related to the second vehicle 6B, input by the user. Furthermore, the user can also input the required charging amount V1 itself into the user terminal 90. The first acquisition unit 63 can also obtain the required charging amount V1 input by the user from the user terminal 90.

[0055] Additionally, the required charging amount V1 can also be predicted. For example, the first acquisition unit 63 can acquire past driving data of each vehicle 6. Here, the driving data includes the driving distance, driving speed, power consumption (or power consumption rate), and outside air temperature over time. The first acquisition unit 63 can also simulate the driving of the vehicle 6 based on the driving data to predict the required charging amount V1 of the vehicle 6. Furthermore, the required charging amount V1 can also be predicted based on the driving data using machine learning. The first acquisition unit 63 acquires the required charging amount V1 predicted based on the driving data. In addition, the required charging amount V1 (here, the first required charging amount V1A and the second required charging amount V1B) acquired by the first acquisition unit 63 is stored in... Figure 2 Storage unit 61.

[0056] Next, in Figure 5 In step S103, Figure 2 The second acquisition unit 65 acquires the parking time period T10 of the vehicle 6 equipped with the secondary battery 7, which is connected to the power cable 40. The parking time period T10 refers to the time during which the vehicle 6 is parked in the parking lot of all facilities 5. When the parking time period T10 is in effect, it is inferred that the user is staying at all facilities 5. During the parking time period T10, the vehicle 6 can be charged through all facilities 5.

[0057] In this embodiment, the second acquisition unit 65 acquires the parking time period T10 of the vehicles 6 connected to each power cable 40. Here, the parking time period T10 includes a first parking time period T10A when the first vehicle 6A is parked in all facilities 5, and a second parking time period T10B when the second vehicle 6B is parked in all facilities 5. The second acquisition unit 65 acquires the first parking time period T10A of the first vehicle 6A connected to the first power cable 40A and the second parking time period T10B of the second vehicle 6B connected to the second power cable 40B as the parking time period T10. In this embodiment, for ease of explanation, the first parking time period T10A and the second parking time period T10B are the same. However, the first parking time period T10A and the second parking time period T10B may also be different. Figures 6-9 In one example, the parking time period T10 (here, the first parking time period T10A and the second parking time period T10B) is the time period between time t11 and time t12.

[0058] Furthermore, the method by which the second acquisition unit 65 acquires the parking time period T10 is not particularly limited. For example, the second acquisition unit 65 may also acquire the parking time period T10 from the user (here, user terminal 90). Figure 4 As shown, in the setting screen DP1 displayed on the screen 91 of the user terminal 90, a parking area A30 is configured for inputting the parking time period T10. The user specifies the vehicle 6 to be input, and inputs the parking time period T10 into the parking area A30 via the input unit 92. Afterwards, information related to the parking time period T10 is sent to the controller 60. The second acquisition unit 65 acquires the parking time period T10 sent from the user terminal 90. Here, the second acquisition unit 65 acquires the first parking time period T10A of the first vehicle 6A input by the user from the user terminal 90. In addition, the second acquisition unit 65 acquires the second parking time period T10B of the second vehicle 6B input by the user from the user terminal 90.

[0059] Furthermore, parking time periods T10 can also be predicted. For example, the second acquisition unit 65 can acquire, for example, past parking time periods of each vehicle 6 parked in the parking lots of all facilities 5. These past parking time periods are past parking time periods divided by date or week. The second acquisition unit 65 can also predict the future parking time period T10 of each vehicle 6 based on past parking time periods. For example, past parking time periods corresponding to the same week as the predicted object can be predicted as parking time period T10. The second acquisition unit 65 acquires the predicted parking time period T10. Furthermore, the parking time periods T10 acquired by the second acquisition unit 65 (here, the first parking time period T10A and the second parking time period T10B) are stored in... Figure 2 Storage unit 61.

[0060] Next, in Figure 5 In step S105, Figure 2 The prediction unit 67 predicts the amount of renewable energy V20 generated by renewable energy source 30 over time (e.g., referencing...). Figure 6 The calculation is performed. Here, the forecasting unit 67 calculates the predicted renewable energy power V20 for each predetermined reference time T20 in the future. The reference time T20 refers to the time (in other words, the interval) that serves as the basis for calculating the predicted renewable energy power V20. The predicted renewable energy power V20 is the amount of electricity generated by the renewable energy source 30 within the reference time T20.

[0061] Figure 10 This is a diagram representing an example of a learning model MD1 generated through machine learning. Figure 11 This is a graph representing machine learning. In this embodiment, the prediction unit 67 bases future weather condition information W20 (referencing) based on elapsed time (in other words, each reference time T20). Figure 11 The system uses this information to predict renewable energy power generation V20. Future weather condition information W20 is information related to future weather conditions. It includes weather conditions (sunny, rainy, cloudy, etc.), temperature, sunshine duration, and precipitation for each reference time T20. Here, renewable energy source 30 is a solar power source that uses sunlight as its energy source. Therefore, during times of high sunshine duration, such as... Figure 6 As shown, the predicted renewable energy power V20 of renewable energy source 30 increases. On the other hand, during periods of low sunshine in future weather conditions information W20, such as... Figure 7 As shown, the predicted renewable energy output V20 of renewable energy source 30 will decrease. Therefore, it can be said that there is a correlation between future weather condition information W20 and the predicted renewable energy output V20. Furthermore, weather condition information (here, future weather condition information W20 and past weather condition information W10, described later) can be obtained, for example, from a weather condition information provider. The forecasting unit 67 obtains future weather condition information W20 for each reference time T20 from a server operated by the weather condition information provider.

[0062] In this embodiment, the method by which the prediction unit 67 predicts the estimated renewable energy power V20 based on future weather condition information W20 over an elapsed time is not particularly limited. Here, the prediction unit 67 predicts the estimated renewable energy power V20 based on the future weather condition information W20 over an elapsed time using machine learning. In this embodiment, as... Figure 2As shown, the prediction unit 67 has a model generation unit 67a and a machine learning unit 67b.

[0063] Here, model generation unit 67a generates, as follows: Figure 10 The learning model MD1 is shown. In this embodiment, the storage unit 61 pre-stores teaching data DT1, which is obtained by associating the actual power generation V10 of the renewable energy source 30 over time with past weather condition information W10 (see reference). Figure 2 The model generation unit 67a uses past weather conditions W10 and actual power generation V10 from each past reference time T20 as teaching data DT1 to generate a learning model MD1. The model generation unit 67a, as follows... Figure 10 As shown, the learning model MD1 is generated by taking the past weather conditions information W10 of each past reference time T20 as input and the actual power generation V10 of each past reference time T20 as output.

[0064] Next, as Figure 11 As shown, the machine learning unit 67b inputs future weather condition information W20, which is associated with future elapsed time, into the learning model MD1, and outputs the predicted renewable energy power V20, which is associated with future elapsed time. The machine learning unit 67b uses the learning model MD1 to input future weather condition information W20 for each future reference time T20, and outputs the predicted renewable energy power V20. The predicted renewable energy power V20 output from the learning model MD1 becomes the predicted renewable energy power for each future reference time T20.

[0065] In this embodiment, the model generation unit 67a can also add the predicted renewable energy power V20 for each future reference time T20 and the future weather condition information W20 output by the machine learning unit 67b to the teaching data DT1 to generate a new learning model MD1. Furthermore, if past weather condition information W10 and actual power generation V10 for each past reference time T20 are newly added, the model generation unit 67a can also add the newly added past weather condition information W10 and actual power generation V10 for each past reference time T20 to the teaching data DT1 to generate a new learning model MD1.

[0066] In this embodiment, the prediction unit 67 can also calculate the predicted renewable energy power V20 over future elapsed time without relying on machine learning. For example, the prediction unit 67 can also calculate the predicted renewable energy power V20 over future elapsed time using a predetermined formula based on the temperature and solar radiation from the future weather conditions information W20. For example, the storage unit 61 stores renewable energy information (not shown) related to the renewable energy source 30. This renewable energy information includes the solar panel's energy storage capacity PAS [kW], the solar panel's installation angle θ [°], the solar panel's installation azimuth angle [°], the temperature correction factor ΔT [°C], the loss factor K, and the maximum solar photovoltaic power PCS_max [kW]. The future weather conditions information W20 includes the direct solar radiation DS_0 (DRTRAD_30MIN) [MJ / m²]. 2 Scattered solar radiation SS_0 (SCTRAD_30MIN) [MJ / m 2 The forecasting unit 67 can calculate the predicted renewable energy power V20 over the elapsed time using the following formula (1).

[0067]

[0068] Furthermore, the predicted renewable energy power V20 can also be any minimum value among the value calculated in (1) above and PCS_max×t. Additionally, the predicted renewable energy power V20 calculated by the prediction unit 67 with the elapsed time is stored in... Figure 2 Storage unit 61.

[0069] Next, in Figure 5 In step S107, Figure 2 The planning department 69 formulates a charging plan P10. Charging plan P10 determines when to begin charging the vehicle 6 connected to the power cable 40 and when to end charging. In this embodiment, charging plan P10 determines the start and end times of charging for the first vehicle 6A and the second vehicle 6B, respectively. Here, as... Figure 8 As shown, the charging plan P10 can be a plan that determines the timing of setting the first charging mode M11 or the second charging mode M12. In this embodiment, the controller 60 controls the opening and closing of the switch 50 (see reference 1). Figure 1The first secondary battery 7 of vehicle 6 is charged by turning on the first switch 50A, and the second secondary battery 7 of vehicle 6 is stopped by turning off the first switch 50A. Specifically, charging of vehicle 6A's first secondary battery 7A begins by turning on the first switch 50A, and charging of vehicle 6A's first secondary battery 7A ceases by turning off the first switch 50A. Similarly, charging of vehicle 6B's second secondary battery 7B begins by turning on the second switch 50B, and charging of vehicle 6B's second secondary battery 7B ceases by turning off the second switch 50B. Therefore, the charging plan P10 can be a plan that determines the timing of the opening and closing (in other words, turning on or off) of the switches 50 (here, the first switch 50A and the second switch 50B).

[0070] Figure 12 This is a graph representing the renewable energy ratio R1. In this embodiment, the amount of electricity supplied when charging multiple vehicles 6 is referred to as the total electricity V30. The amount of electricity supplied from the renewable energy source 30 when charging multiple vehicles 6 is referred to as the renewable energy electricity V31. The total electricity V30 is the sum of the required charging amount V1 of the multiple vehicles 6. Here, the total electricity V30 is the sum of the first required charging amount V1A and the second required charging amount V1B (i.e., the total required charging amount V1C). Here, the proportion of renewable energy electricity V31 in the total electricity V30 is referred to as the renewable energy ratio R1.

[0071] The planning department 69 formulates a charging plan P10. In this charging plan P10, the time periods of the first charging mode M11 or the second charging mode M12 are set in such a way that, during the parking time periods T10 of each of the multiple vehicles 6, the multiple vehicles 6 are charged with the required charging amount V1, and the total renewable energy ratio R1 charged to the multiple vehicles 6 is maximized based on the predicted renewable energy amount V20 of the accompanying elapsed time. In this embodiment, the charging plan P10 is formulated in such a way that, during the first parking time period T10A, the first vehicle 6A is charged with the first required charging amount V1A, and during the second parking time period T10B, the second vehicle 6B is charged with the second required charging amount V1B.

[0072] In this embodiment, for example, such as Figure 6As shown, a peak time t1 is set for the predicted renewable energy power V20 over time. Peak time t1 refers to the time when the predicted renewable energy power V20 represents the highest amount of power. Peak time t1 is, for example, noon or near noon. The planning unit 69 formulates a charging plan P10 in such a way that at least one of the multiple vehicles 6 is charged at least at peak time t1. In other words, the planning unit 69 formulates the charging plan P10 in such a way that it is set to either the first charging mode M11 or the second charging mode M12 at peak time t1.

[0073] When creating a charging plan for P10, firstly, as follows: Figure 6 As shown, the planning unit 69 determines the first candidate time period T51 from the parking time period T10 (here, the time period where the first parking time period T10A and the second parking time period T10B overlap). The first candidate time period T51 is the time period during which the predicted renewable energy power V20 is greater than or equal to the total base power NV2. The first candidate time period T51 is a candidate time period for setting the first charging mode M11. For example, in Figure 6 In one example, the time interval between time t21 and time t22 becomes the first candidate time interval T51. For example, in Figure 7 In one example, there is no time period during which the predicted renewable energy power V20 becomes higher than the total baseline power NV2. Therefore, in Figure 7 In one example, the first candidate time period T51 does not exist.

[0074] In this embodiment, such as Figure 6 As shown, the planning unit 69 sets a first charging mode M11 during the first candidate time period T51 to charge multiple vehicles 6 with the required charging amount V1 respectively, and formulates a charging plan P10. Here, during the first candidate time period T51, the planning unit 69 sets the first charging mode M11 to charge the first vehicle 6A with the first required charging amount V1A and the second vehicle 6B with the second required charging amount V1B.

[0075] Here, the planning department 69 calculates the electricity supplied from the renewable energy source 30 during the first candidate time period T51, i.e., the first total renewable energy electricity V51. The first total renewable energy electricity V51 is the value obtained by multiplying the time occupied by the first candidate time period T51 by the total base electricity NV2. Figure 6 In one example, the first total renewable energy consumption V51 is the same as the total required charging V1C. Here, as... Figure 6As shown, when the total renewable energy power V51 exceeds the total required charging amount V1C, the planning department 69 sets the first charging mode M11 from the first candidate time period T51 to make the renewable energy ratio R1 100%, thereby maximizing the renewable energy ratio R1. Figure 6 In one example, the period between time t51 and time t52 constitutes the first charging mode M11. Here, time t51 is the same as time t21, and time t52 is the same as time t22.

[0076] In this embodiment, such as Figure 7 As shown, the planning unit 69 determines a second candidate time period T52 from the parking time period T10 (here, the first parking time period T10A or the second parking time period T10B). The second candidate time period T52 is the time period during which the predicted renewable energy power V20 becomes above the baseline power NV1. The second candidate time period T52 is a candidate time period for setting the first charging mode M11 or the second charging mode M12. For example, in... Figure 7 In one example, the time interval between time t33 and time t34 becomes the second candidate time interval T52.

[0077] In this embodiment, such as Figure 7 and Figure 8 As shown, the planning unit 69 sets either a first charging mode M11 or a second charging mode M12 during the second candidate time period T52, such that multiple vehicles 6 are charged with the required charging amount V1 respectively. Here, during the second candidate time period T52, the planning unit 69 sets either the first charging mode M11 or the second charging mode M12 in the following manner: during the first parking time period T10A, the first vehicle 6A is charged with the first required charging amount V1A, and during the second parking time period T10B, the second vehicle 6B is charged with the second required charging amount V1B.

[0078] In this embodiment, such as Figure 7 As shown, the planning department 69 calculates the electricity supplied from the renewable energy source 30 during the second candidate time period T52, i.e., the second total renewable energy electricity V52. The second total renewable energy electricity V52 is the value obtained by multiplying the time occupied by the second candidate time period T52 by the base electricity NV1. Here, as Figure 7 As shown, when the total renewable energy power V52 is greater than or equal to the total required charging amount V1C, the planning department 69 sets the second charging mode M12 from the second candidate time period T52 to make the renewable energy ratio R1 100%, thereby maximizing the renewable energy ratio R1. Furthermore, as... Figure 7As shown in one example, when the second charging mode M12 is set, based on priority R10 (refer to...) Figure 4 The order in which multiple vehicles 6 are charged is determined by priority R10. Here, based on priority R10, charging is performed in the order of vehicle 6A (first vehicle), 6B (second vehicle). Figure 7 In one example, the time interval between time t61 and time t62 is the second charging mode M12. For example, the time interval between time t61 and time t63 becomes the time interval for charging the first vehicle 6A with the first required charge amount V1A. The time interval between time t63 and time t62 becomes the time interval for charging the second vehicle 6B with the second required charge amount V1B.

[0079] In this embodiment, such as Figure 8 As shown, both the first charging mode M11 and the second charging mode M12 can be set to formulate a charging plan P10. In this case, the planning unit 69 formulates the charging plan P10 in a way that maximizes the proportion of renewable energy R1. For example, in Figure 8 In one example, the first candidate time period T51 is the time period between time t25 and time t26. The second candidate time period T52 is the time period between time t35 and time t36. In this case, for example, the planning unit 69 sets the first candidate time period T51 as the first charging mode M11. At this time, under the first charging mode M11, the power of the first total renewable energy power V51 in the total required charging amount V1C can be secured. Here, the power of the difference between the total required charging amount V1C and the first total renewable energy power V51, i.e., the difference power V53, is secured by the second charging mode M12. Figure 8 In one example, the second charging mode M12 is set before and after the first charging mode M11. Figure 8 In one example, by setting the second charging mode M12, the first charging mode M11, and the second charging mode M12 in the second candidate time period T52, a charging plan P10 can be formulated with the renewable energy ratio R1 being 100%.

[0080] In addition, Figure 8 In one example, the time period between time t71 and time t72 is the first charging mode M11. The time periods between time t73 and time t71, and between time t72 and time t74, are the second charging mode M12. Here, the time period between time t73 and time t71 is the time period during which the first vehicle 6A is charged with the first required charge amount V1A. The time periods between time t72 and time t74 are the time periods during which the second vehicle 6B is charged with the second required charge amount V1B. Furthermore, in Figure 8In one example, the first charging mode M11 and the second charging mode M12 are set continuously. However, when the renewable energy ratio R1 is at its maximum, a predetermined interval can also be set between the first charging mode M11 and the second charging mode M12. The first charging mode M11 itself can be set continuously or intermittently. The second charging mode M12 itself can be set continuously or intermittently.

[0081] exist Figure 9 In one example, the first total renewable energy power V51 in the first candidate time period T51 is lower than the total required charging power V1C, and the second total renewable energy power V52 in the second candidate time period T52 is lower than the total required charging power V1C. Therefore, in Figure 9 In one example, it is not possible to formulate a charging plan P10 in a way that makes the renewable energy ratio R1 100%. Therefore, even if it is not possible to formulate a charging plan P10 in a way that makes the renewable energy ratio R1 100%, the planning unit 69 still sets either the first charging mode M11 or the second charging mode M12 to maximize the renewable energy ratio R1 and charge multiple vehicles 6 with the required charging amount V1 during the parking time period T10, thereby formulating a charging plan P10. Figure 9 In one example, under the first charging mode M11, during the time interval between time t81 and time t82, the area S1 of the portion below the predicted renewable energy power V20, which is accompanied by the elapsed time, becomes the power supplied from the renewable energy source 30, and the area S2 of the portion between the predicted renewable energy power V20 and the total reference power NV2 becomes the power supplied from the system source 20. Here, the first charging mode M11 is set such that the area S1 of the portion below the predicted renewable energy power V20 is maximized, that is, the area S2 of the portion above the predicted renewable energy power V20 is minimized, to formulate the charging plan P10. Figure 9 In one example, the time interval between time t81 and time t82 is called the first charging mode M11.

[0082] Based on the above, after setting either the first charging mode M11 or the second charging mode M12 during the parking time period T10 and formulating the charging plan P10, the next step is... Figure 5 In step S109, Figure 2The charging control unit 71 charges the secondary battery 7 of the vehicle 6, which is connected to each power cable 40, according to the charging plan P10. The charging control unit 71 controls the opening and closing of the switch 50 in a manner that charges the secondary battery 7 according to the charging plan P10. In other words, the charging control unit 71 controls the switch 50 to be on or off in a manner that charges the secondary battery 7 according to the charging plan P10. Here, before charging begins, the first switch 50A and the second switch 50B are in the off state. The charging control unit 71 turns on the first switch 50A and the second switch 50B at the start of the first charging mode M11 in the charging plan P10. Accordingly, the first secondary battery 7A of the first vehicle 6A and the second secondary battery 7B of the second vehicle 6B are charged simultaneously. The charging control unit 71 turns off the first switch 50A and the second switch 50B at the end of the first charging mode M11. Accordingly, the charging of the first secondary battery 7A of the first vehicle 6A and the second secondary battery 7B of the second vehicle 6B stops simultaneously.

[0083] In the second charging mode M12, the charging control unit 71 connects the first switch 50A when charging of the first vehicle 6A begins and disconnects the first switch 50A when charging of the first vehicle 6A stops. Furthermore, during charging of the first vehicle 6A in the second charging mode M12, the second switch 50B remains disconnected. Similarly, in the second charging mode M12, the charging control unit 71 connects the second switch 50B when charging of the second vehicle 6B begins and disconnects the second switch 50B when charging of the second vehicle 6B stops. Furthermore, during charging of the second vehicle 6B in the second charging mode M12, the first switch 50A remains disconnected.

[0084] exist Figure 6 In one example, the charging control unit 71 initiates the first charging mode M11 by turning on the first switch 50A and the second switch 50B at time t51 according to the charging plan P10. Figure 6 In the first charging mode M11, electricity generated from the renewable energy source 30 is supplied to both the first vehicle 6A and the second vehicle 6B to charge the first secondary battery 7A and the second secondary battery 7B. The charging control unit 71 terminates the first charging mode M11 by disconnecting the first switch 50A and the second switch 50B at time t52, thereby ending the charging of the first vehicle 6A and the second vehicle 6B.

[0085] exist Figure 7 In one example, the charging control unit 71 initiates the second charging mode M12 by turning on the first switch 50A and keeping the second switch 50B in the off state at time t61 according to the charging plan P10. Figure 7 In the second charging mode M12, charging of the first vehicle 6A begins at time t61. Then, at time t63, the charging control unit 71 disconnects the first switch 50A and connects the second switch 50B. Accordingly, charging of the first vehicle 6A ends, and charging of the second vehicle 6B begins. At time t62, the charging control unit 71 disconnects the second switch 50B, ending charging of the second vehicle 6B. Figure 7 In one example, at time t62, the second charging mode M12 ends.

[0086] exist Figure 8 In one example, the charging control unit 71 initiates the second charging mode M12 by turning on the first switch 50A and keeping the second switch 50B in the off state at time t73 according to the charging plan P10. Figure 8 In the second charging mode M12, charging of the first vehicle 6A begins at time t73. Then, at time t71, the charging control unit 71 keeps the first switch 50A closed and closes the second switch 50B. Accordingly, charging mode M1 switches from the second charging mode M12 to the first charging mode M11. Therefore, charging of both the first vehicle 6A and the second vehicle 6B begins at time t71. Afterwards, at time t72, the charging control unit 71 keeps the second switch 50B closed and closes the first switch 50A. Accordingly, charging mode M1 switches from the first charging mode M11 to the second charging mode M12. Furthermore, charging of the first vehicle 6A ends at time t72. Figure 8 In the second charging mode M12, at time t72, charging continues only for the second vehicle 6B. Then, at time t74, the charging control unit 71 disconnects the second switch 50B, ending the charging of the second vehicle 6B. Figure 8 In one example, at time t74, the second charging mode M12 ends.

[0087] exist Figure 9 In one example, the charging control unit 71 initiates the first charging mode M11 by turning on the first switch 50A and the second switch 50B at time t81 according to the charging plan P10. Figure 9 In the first charging mode M11, power from the system power source 20 and power generated by the renewable energy power source 30 are supplied to both the first vehicle 6A and the second vehicle 6B to charge the first secondary battery 7A and the second secondary battery 7B. The charging control unit 71 terminates the first charging mode M11 by opening the first switch 50A and the second switch 50B at time t82, thereby ending the charging of the first vehicle 6A and the second vehicle 6B.

[0088] Figure 13 This is a diagram representing an example of status screen DP2. In this embodiment, Figure 2 The notification unit 73 can also display the charging status S10 of the secondary batteries 7 of the vehicles 6 (here, the first vehicle 6A and the second vehicle 6B) connected to the respective power cables 40 (see reference). Figure 13 The notification unit 73 notifies the user of the charging status S10. The recipient of the notification from the notification unit 73 is not particularly limited. In this embodiment, for example... Figure 13 As shown, the notification unit 73 displays the charging status S10 of multiple vehicles 6 on the screen 91 of the user terminal 90. For example, the notification unit 73 sends the charging status S10 of multiple vehicles 6 to the user terminal 90 at predetermined notification intervals. In this embodiment, as... Figure 2 As shown, the terminal controller 93 of the user terminal 90 includes a receiving unit 95 and a display unit 96. The receiving unit 95 receives the charging status S10 of multiple vehicles 6 sent by the notification unit 73 at predetermined notification intervals. The display unit 96 displays the charging status S10 of the multiple vehicles 6 received by the receiving unit 95 on the screen 91. In this embodiment, for example, the display unit 96 displays a status screen DP2 showing the charging status S10 (see reference DP2). Figure 13 The status screen DP2 is displayed on screen 91. In addition, the status screen DP2 can also be set according to each vehicle 6.

[0089] Furthermore, the information contained in the charging state S10 is not particularly limited. Here, as... Figure 13 As shown, for charging state S10, the required charging amount V1, the predicted renewable energy power V20 at the current moment, the amount of electricity that can be sold to power companies, etc., from the predicted renewable energy power V20, and the renewable energy ratio R1 are all included. The display unit 96 displays a status screen DP2 showing the required charging amount V1, the predicted renewable energy power V20, the electricity sold V25, and the renewable energy ratio R1 on screen 91. Additionally, charging state S10 may also include supply source information, indicating whether the power currently supplied for charging the secondary battery 7 of vehicle 6 is supplied from the system power source 20 or from the renewable energy power source 30. The display unit 96 may also display a status screen DP2 showing the supply source information on screen 91.

[0090] Additionally, the status screen DP2 can also display historical information S21 indicating past charging states S10. Furthermore, the status screen DP2 can also be configured with a start button BT1 for forcibly starting charging of the secondary battery 7 of the vehicle 6, and an end button BT2 for forcibly ending charging of the secondary battery 7. For example, if the user presses the start button BT1 using the input unit 92, the charging control unit 71 of the controller 60 will turn on the switch 50 to begin charging the vehicle 6. For example, if the user presses the end button BT2 using the input unit 92 during charging, the charging control unit 71 will turn off the switch 50 to end charging the vehicle 6.

[0091] In this embodiment, as described above... Figure 1 As shown, the power supply system 100 includes multiple power cables 40, a power supply 10, multiple switches 50, and a controller 60. The multiple power cables 40 are connected to secondary batteries 7 mounted in multiple vehicles 6. The power supply 10 is connected to the multiple power cables 40, supplying power to the secondary batteries 7 in the multiple vehicles 6. The multiple switches 50 are respectively disposed between the power cables 40 and the power supply 10, opening and closing the electrical connection between the secondary batteries 7 and the power supply 10. Each power cable 40 is configured such that the maximum amount of electricity it can supply to the secondary battery 7 per unit time is a base amount NV1 (refer to...). Figure 6 Set the total base charge NV1 of each power cable 40 as the total base charge NV2 (refer to...). Figure 6 Here, as the charging mode M1 when charging multiple vehicles 6, a first charging mode M11 is preset (see...). Figure 3 ) and the second charging mode M12 (refer to Figure 3 In the first charging mode M11, multiple vehicles 6 are charged simultaneously, using a total base charge NV2. In the second charging mode M12, any one of the multiple vehicles 6 is charged, using a base charge NV1. Figure 1 As shown, the power source 10 includes: a system power source 20, which obtains electricity through purchasing electricity; and a renewable energy power source 30, which generates electricity using renewable energy sources. Figure 2 As shown, the controller 60 includes a first acquisition unit 63, a second acquisition unit 65, a prediction unit 67, a planning unit 69, and a charging control unit 71. The first acquisition unit 63 is as follows... Figure 5 As in step S101, the required charge V1 of the secondary battery 7 of the vehicle 6 connected to each power cable 40 is obtained. The second acquisition unit 65, as in... Figure 5 As in step S103, the parking time period T10 of the vehicle 6 equipped with the secondary battery 7 connected to each power cable 40 is obtained. The aforementioned prediction unit 67, as described above... Figure 5 As in step S105, the predicted renewable energy power V20 for the elapsed time of the renewable energy power source 30 is calculated. The planning unit 69 formulates a charging plan P10, in which the time periods of the first charging mode M11 or the second charging mode M12 are set as follows: during the respective parking time periods T10 of the multiple vehicles 6, the multiple vehicles 6 are charged with the required charging amount V1, and based on the predicted renewable energy power V20 for the elapsed time, the ratio of the renewable energy power V31 obtained from generating electricity using the renewable energy power source 30 to the total power V30 charged to the multiple vehicles 6, i.e., the renewable energy ratio R1 (refer to...) Figure 12 The charging control unit 71 controls the opening and closing (in other words, turning on or off) of the switch 50 so that multiple vehicles 6 are charged according to the charging plan P10.

[0092] Accordingly, a charging plan P10 was formulated. In this charging plan P10, when charging the secondary batteries 7 of multiple vehicles 6, the renewable energy ratio R1 is maximized, and a time period of either the first charging mode M11 or the second charging mode M12 is set during the parking time period T10. Therefore, by charging multiple vehicles 6 according to the charging plan P10, charging can be performed in a manner that maximizes the renewable energy ratio R1. Thus, when charging the secondary batteries 7 of multiple vehicles 6, a greater amount of electricity generated by the renewable energy power source 30 can be supplied to each secondary battery 7 for charging.

[0093] In this embodiment, such as Figure 6 As shown, a peak time t1 is set for the predicted renewable energy power V20 over time. The planning unit 69 formulates a charging plan P10 to charge at least one of the multiple vehicles 6 at least at the peak time t1. In this way, since the predicted renewable energy power V20 is the maximum at the peak time t1, by setting the first charging mode M11 or the second charging mode M12 based on the peak time t1, more electricity generated by the renewable energy source 30 can be supplied to charge the vehicles 6.

[0094] In this embodiment, such as Figure 6As shown, the planning unit 69 sets the first charging mode M11 to formulate the charging plan P10 in the following manner: during the parking time period T10, in the first candidate time period T51, during which the predicted renewable energy power V20 is greater than or equal to the total base power NV2, multiple vehicles 6 are charged with the required charging amount V1 respectively. In this way, by setting the first charging mode M11 in the first candidate time period T51, the charging plan P10 can be formulated in a way that maximizes the proportion of renewable energy R1.

[0095] In this embodiment, such as Figure 7 As shown, the planning unit 69 sets either the first charging mode M11 or the second charging mode M12 in the following manner to formulate the charging plan P10: during the parking time period T10, in the second candidate time period T52 where the predicted renewable energy power V20 is at least equal to the base power NV1, multiple vehicles 6 are charged with the required charging amount V1. In this way, by setting either the first charging mode M11 or the second charging mode M12 in the second candidate time period T52, the charging plan P10 can be formulated in a way that maximizes the renewable energy ratio R1.

[0096] In this embodiment, the first acquisition unit 63 acquires the driving distance D1 (refer to) of the vehicle 6 since the last charging. Figure 4 The required charging amount V1 is calculated from the power consumption rate P1, which represents the power consumed by vehicle 6 per unit distance of travel distance D1. In this way, the required charging amount V1 can be easily calculated based on the travel distance D1 and the power consumption rate P1.

[0097] In this embodiment, the renewable energy source 30 is a solar power source that generates electricity using sunlight. The forecasting unit 67 uses future weather condition information W20 (see reference) based on the elapsed time. Figure 11 The predicted renewable energy power generation V20 is calculated using the future weather conditions information W20. Here, the change in electricity generated using solar power is inferred from the temperature and sunshine duration data in the future weather conditions information W20. That is, there is a correlation between the future weather conditions information W20 and the electricity generated by the renewable energy source 30. Therefore, the predicted renewable energy power generation V20 can be predicted based on the future weather conditions information W20.

[0098] In this embodiment, the storage unit 61 pre-stores the actual power generation V10 of the renewable energy source 30 over the past elapsed time (refer to...). Figure 10 ), and past weather information W10 (refer to Figure 10 ).like Figure 2 As shown, the prediction unit 67 includes a model generation unit 67a and a machine learning unit 67b. (As...) Figure 10As shown, the model generation unit 67a generates a learning model MD1 that takes past weather condition information W10 as input and outputs the actual power generation V10. (As...) Figure 11 As shown, the machine learning unit 67b inputs future weather condition information W20 into the learning model MD1 and outputs a predicted renewable energy power generation V20. In this way, by performing machine learning based on the actual power generation V10 over the past elapsed time and the past weather condition information W10, it is easy to predict the predicted renewable energy power generation V20 over the future elapsed time.

[0099] As stated above, this specification includes the disclosure of the following statements.

[0100] Item 1:

[0101] A power supply system, wherein:

[0102] Multiple power cables are connected to secondary batteries installed in multiple vehicles.

[0103] A power source, which is connected to multiple of the aforementioned power cables and supplies power to the aforementioned secondary batteries of multiple of the aforementioned vehicles;

[0104] A switch, disposed between each of the aforementioned power cables and the aforementioned power source, for opening and closing the electrical connection between each of the aforementioned secondary batteries and the aforementioned power source; and

[0105] Controller

[0106] Each of the aforementioned power cables is configured such that the maximum amount of electricity that can be supplied to the aforementioned secondary battery per unit time is the base amount of electricity.

[0107] The total base power of each of the aforementioned power cables is set as the total base power.

[0108] As a charging mode for charging multiple of the aforementioned vehicles, a first charging mode and a second charging mode are preset. In the first charging mode, multiple vehicles are charged simultaneously using the total reference charge. In the second charging mode, any one of the multiple vehicles is charged using the reference charge.

[0109] The above power supply has:

[0110] The system power supply obtains power through electricity purchase; and

[0111] A renewable energy source that generates electricity using renewable energy sources.

[0112] The above controller has:

[0113] The first acquisition unit acquires the required amount of charge for the secondary battery of the vehicle connected to each of the aforementioned power cables.

[0114] The second acquisition unit acquires the parking time period of the vehicle equipped with the secondary battery connected to each of the aforementioned power cables.

[0115] The forecasting department calculates the predicted renewable energy power based on the elapsed time of the aforementioned renewable energy sources.

[0116] The planning department formulates a charging plan, in which, during the respective parking periods of the multiple vehicles, each vehicle is charged with the required charging amount. Based on the predicted renewable energy power generation over the elapsed time, the time period for either the first charging mode or the second charging mode is set in a manner that maximizes the proportion of renewable energy power generated using the renewable energy source relative to the total amount of electricity charged to the multiple vehicles—that is, the renewable energy ratio.

[0117] The charging control unit controls the opening and closing of the aforementioned switch to enable charging of multiple vehicles according to the aforementioned charging plan.

[0118] Item 2:

[0119] In the power supply system described in item 1,

[0120] For the aforementioned predicted renewable energy power generation over time, a peak time when the power generation reaches its maximum is defined.

[0121] The aforementioned planning department formulates the charging plan in such a way that at least one of the aforementioned vehicles is charged at least during the aforementioned peak time.

[0122] Item 3:

[0123] In the power supply system described in item 1 or 2,

[0124] The aforementioned planning department sets the aforementioned first charging mode to formulate the aforementioned charging plan in the following manner: during the aforementioned parking time period, during the first candidate time period in which the aforementioned predicted renewable energy power is above the aforementioned total base power, multiple of the aforementioned vehicles are charged with the aforementioned required charging amount.

[0125] Item 4:

[0126] In the power supply system described in item 1 or 2,

[0127] The aforementioned planning department sets the aforementioned first charging mode or the aforementioned second charging mode to formulate the aforementioned charging plan in the following manner: during the aforementioned parking time period, during the second candidate time period in which the aforementioned predicted renewable energy power is above the aforementioned baseline power, multiple of the aforementioned vehicles are charged with the aforementioned required charging amount.

[0128] Item 5:

[0129] In any of the power supply systems described in items 1 to 4,

[0130] The first acquisition unit obtains the required charging amount based on the driving distance traveled by the vehicle since the last charging and the power consumption rate representing the power consumed by the vehicle per unit distance of the driving distance.

[0131] Item 6:

[0132] In any of the power supply systems described in items 1 to 5,

[0133] The aforementioned renewable energy source is solar power, which generates electricity using sunlight.

[0134] The aforementioned forecasting department calculates the predicted renewable energy power generation based on future weather conditions over time.

[0135] Item 7:

[0136] In the power supply system described in item 6,

[0137] The controller described above includes a storage unit that pre-stores information on the actual power generation of the aforementioned renewable energy source and past weather conditions over time.

[0138] The aforementioned forecasting department has:

[0139] A model generation unit generates a learning model that takes the aforementioned past weather information as input and the aforementioned actual power generation as output; and

[0140] The machine learning department inputs the aforementioned future weather information into the aforementioned learning model, thereby outputting the aforementioned predicted renewable energy power generation.

Claims

1. A power supply system, characterized in that, have: Multiple power cables are connected to secondary batteries installed in multiple vehicles. A power source, which is connected to a plurality of the power cables and supplies power to the secondary batteries of a plurality of the vehicles; A switch is provided between each of the power cables and the power source to open and close the electrical connection between each of the secondary batteries and the power source. as well as Controller Each of the power cables is configured such that the maximum amount of electricity that can be supplied to the secondary battery per unit time is the base amount of electricity. The total reference power of each of the aforementioned power cables is set as the total reference power. As a charging mode for charging multiple vehicles, a first charging mode and a second charging mode are preset. In the first charging mode, multiple vehicles are charged simultaneously using the total reference charge. In the second charging mode, any one of the multiple vehicles is charged using the reference charge. The power supply has: The system power supply obtains power through electricity purchase; and A renewable energy source that generates electricity using renewable energy sources. The controller has: The first acquisition unit acquires the required amount of charge for the secondary battery of the vehicle connected to each of the power cables. The second acquisition unit acquires the parking time period of the vehicle equipped with the secondary battery connected to each of the power cables; The forecasting unit calculates the predicted renewable energy power based on the elapsed time of the renewable energy source. The planning department formulates a charging plan in which, during the parking time period of each of the multiple vehicles, the multiple vehicles are charged with the required amount of charging, and based on the predicted renewable energy power generation over the accompanying elapsed time, the time period of the first charging mode or the second charging mode is set in such a way that the proportion of renewable energy power generated by the renewable energy source relative to the total amount of electricity charged to the multiple vehicles, i.e., the renewable energy proportion, is maximized. as well as A charging control unit controls the opening and closing of the switch to charge multiple vehicles according to the charging plan.

2. The power supply system according to claim 1, characterized in that, For the predicted renewable energy power generation over time, a peak time when the power generation reaches its maximum is defined. The planning department formulates the charging plan in such a way that at least one of the multiple vehicles is charged at least at the peak time.

3. The power supply system according to claim 1 or 2, characterized in that, The planning department formulates the charging plan by setting the first charging mode in the following manner: during the parking time period, during the first candidate time period in which the predicted renewable energy power is above the total base power, the multiple vehicles are charged with the required charging amount respectively.

4. The power supply system according to claim 1 or 2, characterized in that, The planning department formulates the charging plan by setting the first charging mode or the second charging mode in the following manner: during the parking time period, in the second candidate time period when the predicted renewable energy power is above the baseline power, the multiple vehicles are charged with the required charging amount respectively.

5. The power supply system according to any one of claims 1 to 4, characterized in that, The first acquisition unit acquires the required charging amount based on the driving distance traveled by the vehicle since the last charging and the power consumption rate representing the power consumed by the vehicle per unit distance of the driving distance.

6. The power supply system according to any one of claims 1 to 5, characterized in that, The renewable energy source mentioned is a solar power source that generates electricity using sunlight. The forecasting unit calculates the predicted renewable energy power generation based on future weather conditions information that will occur over time.

7. The power supply system according to claim 6, characterized in that, The controller includes a storage unit that pre-stores information on the actual power generation of the renewable energy source and past weather conditions over time. The prediction unit has: The model generation unit generates a learning model, which takes the past weather information as input and the actual power generation as output. as well as The machine learning unit outputs the predicted renewable energy power generation by inputting the future weather information into the learning model.

Images